JP5115323B2 - Vehicle sprung mass damping control device - Google Patents

Description

  The present invention relates to a device for controlling a driving force of a vehicle so as to suppress or attenuate vibrations, and more particularly to a device for performing sprung vibration damping control in a vehicle having a hybrid type driving device having two motors. It is.

  In a hybrid vehicle, an electric motor is used as a power source, and the electric motor is controlled in accordance with a request for driving force by operating an accelerator pedal or the like. The torque output by the motor and the torque output by the engine in a hybrid vehicle inevitably include vibration components due to changes in the required driving force, changes in road surface conditions, and disturbances. May affect the ride quality and drivability. In order to eliminate such an inconvenience, conventionally, vibration suppression torque is generated by an electric motor to reduce or attenuate vibration components.

  For example, Patent Document 1 describes control relating to engine braking when the remaining amount of the battery is empty charge and full charge. That is, in Patent Document 1, the throttle valve of the engine is opened at the time of deceleration when the battery is in an empty charge state to reduce the friction loss, thereby reducing the braking force by the engine and improving the efficiency of energy regeneration by the generator. On the other hand, since the energy cannot be regenerated by the generator when decelerating in the fully charged state, a device is described that closes the throttle valve of the engine and increases the braking force by the engine.

JP 2000-282908 A

  By the way, a hybrid vehicle including a motor / generator combined with an engine as a driving force source is known. In this type of hybrid vehicle, not only the torque output by the engine but also the torque output by causing the motor / generator to function as a motor is transmitted to the drive wheels to obtain the drive torque. Since the motor / generator outputs torque according to the current, the torque control response is good, so that not only does the motor / generator function as a so-called assist power source, but also fluctuations in driving torque and Conventionally, it is also made to function as a power unit for suppressing vibration on a spring caused by a road surface state. This is so-called sprung mass damping control.

  When performing sprung mass damping using a motor / generator, power is supplied to the motor / generator from a power storage device such as a battery so that the output torque is smoothed by the torque of the output member if it is in a powering state. Change to large or small. In addition, as described in Patent Document 1 described above, at the time of deceleration in a so-called fuel cut state in which fuel supply to the engine is stopped, the motor / generator functions as a generator and the electric power is stored in a power storage device such as a battery. And the accompanying negative torque by the motor / generator is changed to a large or small value. Thus, the sprung mass damping is executed by causing the motor / generator to function as a motor or a generator with discharging or charging from the power storage device.

  Therefore, as described in Patent Document 1 described above, even when the sprung mass damping control is executed using the generator at the time of deceleration in the fully charged state, there are places where the power generated or consumed by the generator is supplied or consumed. After all, vibration damping torque cannot be generated after all. Even if the generator is used to perform sprung mass damping control during power running in an empty charge state, power is not supplied to the generator. Cannot be executed.

  Further, a hybrid drive device having two motor / generators connected so as to be able to exchange power with each other has been known. In this type of hybrid drive device, power that cannot be received by the power storage device can be consumed by the other motor / generator, and when the power supplied from the power storage device is insufficient, the other motor / generator is used as a generator. It can function to make up for power.

  However, in such a so-called two-motor hybrid drive device, when energy is regenerated by one of the motor / generators to obtain a large braking force, the other motor / generator generates power because the power storage device is fully charged. In this state, if the sprung mass damping control is performed by the motor / generator performing energy regeneration, the negative torque to be generated by the motor / generator increases. As a result, there arises a situation in which the damping torque calculated for damping is lower than the lower limit guard value determined based on the characteristics of the motor / generator and the lower limit side damping torque cannot be output. This state is shown in FIG. 5 as a waveform of the damping torque. In FIG. 5, the portion indicated by the lower broken line is the torque that cannot be output due to the lower limit card.

  In addition, when power is supplied from the power storage device to the motor / generator in a state where the motor / generator is functioning as a motor, the generator is driven by driving the other motor / generator with the power of the engine. The power can be supplied to the motor generator that is running. However, the supplied power in this case corresponds to the so-called required power required for powering. On the other hand, for the sprung mass damping, a torque exceeding the required power is output to vary the driving torque. In the end, the so-called positive vibration damping torque is insufficient, and sufficient sprung mass damping cannot be performed. This state is shown in FIG. 6 as a waveform of the damping torque. In FIG. 6, a portion indicated by a broken line on the upper side is a portion exceeding the torque corresponding to the required drive power (a portion exceeding the upper limit guard), and the damping torque of this portion cannot be output.

  In this way, depending on the remaining amount of the power storage device, other motors / generators can function as a motor or a generator, thereby obtaining power that cannot be obtained by the power storage device or consuming power. The actual situation is that sufficient sprung mass damping cannot be performed with this control method.

  The present invention has been made paying attention to the above technical problem, and can perform sufficient sprung mass damping control even in a situation where the operation of a motor having a function as a generator is restricted. The object is to provide an apparatus.

In order to achieve the above object, the invention of claim 1 is directed to an internal combustion engine, a first motor coupled to the internal combustion engine so as to change the rotational speed of the internal combustion engine, the torque of the internal combustion engine, and the An output member that outputs a torque obtained by combining the torque of the first motor, and a second motor that selectively applies positive and negative torques to the output member and can transfer electric power to and from the first motor; A sprung mass damping control for a vehicle having a power storage device that selectively transfers power to and from each of the motors, and outputting a damping torque that suppresses torque fluctuations of the output member by the second motor In the apparatus, when the output of the damping torque by the second motor is limited, the operating state of the internal combustion engine including the rotational speed of the internal combustion engine is different from the case without the limitation according to the content of the limitation. Let the limit And restriction lifting means for dividing, by the second motor while releasing the restriction by the restriction releasing means comprises a damping torque command means for outputting the damping torque, the restriction releasing means, the first The first motor is driven by the electric power generated by the second motor when the electric power generated by the two motors rotated by the torque transmitted from the output member is restricted from being supplied to the power storage device. and it is characterized in it to contain means for increasing the rotational speed of the internal combustion engine and.

According to a second aspect of the present invention, in the first aspect of the invention, the restriction release unit is restricted from supplying electric power from the power storage device to the second motor to cause the second motor to function as a motor. And a sprung mass damping control device for a vehicle, comprising means for driving the first motor by the internal combustion engine to cause the first motor to function as a generator and supplying the electric power to the second motor. is there.

The invention of claim 3 is the invention of claim 1 or 2, wherein the damping torque command means is required to generate power to drive the first motor in order to increase the rotational speed of the internal combustion engine A sprung mass damping control device for a vehicle comprising means for adding the damping torque to the torque of a second motor.

The invention of claim 4 is the invention of claim 2 or 3, wherein the damping torque command means, the damping of the second motor torque to function as a motor by supplying power from the first motor A sprung mass damping control device for a vehicle comprising means for applying torque.

According to the invention of claim 1, power is transmitted from the internal combustion engine whose rotational speed is controlled by the first motor to the output member, and positive or negative torque is applied from the second motor to the output member, The sprung mass damping is performed while suppressing the torque fluctuation of the output member. When vibration suppression by the second motor is limited such that the vibration suppression torque that can be output by the second motor cannot satisfy the torque required for vibration suppression, the operating state of the internal combustion engine is changed, The vibration suppression by the second motor is not limited. That is, according to the first aspect of the present invention, since the restriction of the vibration suppression control by the second motor is eliminated or relaxed, the sprung vibration suppression control of the vehicle can be performed satisfactorily .
In addition, when the second motor is caused to function as a generator and a negative torque associated therewith is applied to the output member to perform vibration suppression, even if the electric power generated by the second motor cannot be stored in the power storage device, the first motor Since the power is consumed by power supply, the second motor can output a negative torque necessary for damping. Moreover, the negative torque is obtained by adding the torque required for damping to the torque for obtaining the electric power required for increasing the rotational speed of the internal combustion engine by the first motor. Even when the rotational speed of the internal combustion engine is increased by the first motor so as to obtain the source brake force, the second motor not only provides the negative torque accompanying the power generation for generating the required power source brake force. Since the control is performed so as to output the torque necessary to suppress the change in the torque of the output member in this state, the sprung mass damping control of the vehicle can be performed satisfactorily.

According to the invention of claim 2, when so-called power running in which the second motor functions as a motor, when the vibration suppression by the second motor is limited, for example, sufficient power cannot be supplied from the power storage device to the second motor, the internal combustion engine The first motor is driven by the power output from the power generator to generate electric power, and the electric power is supplied to the second motor. In this case, the first motor is operated not only so that the torque required for powering is output from the second motor, but also from the first motor so that the second motor outputs torque required for damping. Electric power is supplied to the two motors. Therefore, the restriction of sprung mass damping by the second motor is released, and the sprung mass damping control of the vehicle can be performed satisfactorily.

According to the invention of claim 3, when a large power source brake force is required to decelerate the vehicle, the sprung mass damping control of the vehicle can be performed satisfactorily.

According to the fourth aspect of the present invention, when a large driving force is required when the vehicle is driven by powering the second motor, such as accelerating the vehicle, the sprung mass damping control of the vehicle can be performed satisfactorily. .

  The present invention can be applied to a vehicle including an internal combustion engine and two motors as a power unit. The configuration of the drive system (power train) will be described. FIG. 7 schematically shows a hybrid drive mechanism as an example of the drive system, and shows an internal combustion engine (E / G) 1 and a first motor generator (MG1). 2) are connected to each other via the power split mechanism 3. The internal combustion engine 1 is any one of a gasoline engine, a diesel engine, a hydrogen gas engine, a natural gas engine, and the like, and the fuel consumption (or fuel consumption rate) varies depending on the rotation speed and output torque. Therefore, in the case of driving with an emphasis on fuel efficiency, the internal combustion engine 1 is individually controlled for its rotational speed and output torque.

  A typical example of this type of internal combustion engine 1 is a gasoline engine. In the following description, the internal combustion engine 1 is referred to as an engine 1. In the case of a gasoline engine, the output torque is controlled by the intake air amount, and more specifically by the electronic throttle valve 4. In the case of a diesel engine, the output torque is controlled by the fuel injection amount.

  The engine 1 and the first motor / generator 2 are configured to control the rotational speed of the engine 1 by the first motor / generator 2. That is, the power split mechanism 3 is configured by a differential mechanism in which three rotating elements perform differential actions with each other, and the example shown in FIG. 7 is an example in which the power split mechanism 3 is configured by a single pinion type planetary gear mechanism. is there. The first motor / generator 2 is connected to a sun gear 3S which is a reaction force element in the power split mechanism 3, and a ring gear 3R which is an internal gear disposed concentrically with the sun gear 3S is an output element. The carrier 3C holding the pinion gear meshing with the sun gear 3S and the ring gear 3R so as to rotate and revolve is an input element, and the engine 1 is connected to the carrier 3C.

  The ring gear 3R serving as an output element is connected to a differential 6 through an output shaft 5, and is configured to transmit power from the differential 6 to left and right drive wheels 7. The output shaft 5 is connected with a second motor / generator (MG2) 8 for applying damping torque and driving torque and for performing energy regeneration. The second motor / generator 8 corresponds to the second motor in the present invention. The first motor / generator 2 corresponds to the first motor of the present invention. A reduction gear or a transmission can be arranged between the ring gear 3 </ b> R and the output shaft 5 or between the second motor / generator 8 and the output shaft 5.

  FIG. 8 shows a collinear diagram of the power split mechanism 3 composed of a single pinion type planetary gear mechanism, and a line indicating the carrier 3C between a line indicating the sun gear 3S and a line indicating the ring gear 3R. And the distance between the line indicating the sun gear 3S and the line indicating the carrier 3C is “1”, the distance between the line indicating the carrier 3C and the line indicating the ring gear 3R is an interval corresponding to the gear ratio ρ. ing. The gear ratio ρ is a ratio (Zs / Zr) between the number of teeth Zs of the sun gear 3S and the number of teeth Zr of the ring gear 3R in the planetary gear mechanism constituting the power split mechanism 3. The distance from the base line on the line indicating each rotation element indicates the rotation speed of each rotation element, and a line connecting points indicating the rotation speed of each rotation element is a straight line. In addition, the arrow in FIG. 8 shows the direction of the torque of each rotating element.

  In a state where the engine 1 is running with power output, as shown in FIG. 8, a so-called negative torque such as running resistance acts on the ring gear 3R, and the carrier 3C as an input element has the engine 1 The so-called positive torque output from is acting. In this state, when negative torque (torque in the direction to reduce the rotation speed of the sun gear 3S) is applied to the sun gear 3S, positive torque obtained by amplifying the engine torque is applied to the ring gear 3R, which is negative for driving resistance and the like. The vehicle travels by overcoming the torque. The negative torque applied to the sun gear 3S can be generated by causing the first motor / generator 2 connected thereto to function as a generator. In this case, as is known from FIG. 8, if the rotational speed of the first motor / generator 2 is decreased, the engine rotational speed is decreased. Conversely, if the rotational speed of the first motor / generator 2 is increased, the engine rotational speed is decreased. The number rises. That is, the engine speed can be controlled by the first motor / generator 2.

  As described above, the first motor / generator 2 functions as a generator for controlling the engine speed, but in addition, for example, the first motor / generator 2 may function as an electric motor for motoring (cranking) of the engine 1. The first motor / generator 2 is connected to a power storage device 10 such as a battery or a capacitor via an inverter 9 in order to control such functions or operations. Further, the second motor / generator 8 controls the torque applied to the output shaft 5 and functions as a generator during energy regeneration, and stores power via the inverter 11 for controlling such functions or operations. It is connected to the device 10. Electric power can be exchanged between the motor generators 2 and 8.

  Then, a hybrid (HV) for controlling the output torque of the engine 1 by controlling the opening degree of the electronic throttle valve 4 described above, controlling the motor generators 2 and 8 via the inverters 9 and 11, and the like. ) A controller 12 is provided. The hybrid controller 12 is an electronic control unit mainly composed of a microcomputer. The hybrid controller 12 performs an operation using input data, data stored in advance and a program, and outputs the result of the operation to the electronic throttle valve 4. And it is comprised so that it may output to each inverter 9,11 as a command signal. The hybrid controller 12 includes a detection signal indicating the vehicle speed V, a wheel speed signal detected by the wheel speed sensor 13, an accelerator opening signal from the accelerator opening sensor 15 that detects the depression amount of the accelerator pedal 14, and the like. Is entered as

  In the vehicle described above, the rotational speed of the engine 1 is controlled by the first motor / generator 2 and the second motor / generator 8 is caused to function as an electric motor by using the electric power obtained by the first motor / generator 2. Thus, the sprung mass damping control device according to the present invention, which is intended for a vehicle equipped with such a drive mechanism, is configured to apply torque to the output shaft 5. Is configured to perform so-called sprung mass damping. Note that sprung mass damping means vibration caused by fluctuations in torque output from a power source with respect to unsprung vibration that suppresses vibration caused by road surface unevenness by a suspension device (not shown); This control suppresses vibration on the spring caused by road surface unevenness.

  FIG. 9 shows a control block for explaining the sprung mass damping control device according to the present invention. This control block schematically shows, for example, the control executed by the hybrid controller 12 described above. First, the main torque Tm1 is obtained from the required torque Tt and the engine torque Te for the vehicle. Here, the requested torque Tt is a torque that does not include the sprung mass damping torque, and can be obtained from the requested driving force amount, the vehicle speed, and the map as an example. The required amount of driving force is expressed by a request signal from the aforementioned accelerator opening or cruise control (not shown). The map determines the characteristics of the vehicle, and determines the driving torque that should be generated by the vehicle using the required driving force amount and the vehicle speed as parameters.

  On the other hand, the engine torque Te is a so-called direct torque output from the engine 1, and is a torque when the required output P obtained from the required torque Tt and the vehicle speed (or engine speed) at that time is output with optimum fuel consumption. is there. This can be obtained from a map, for example, and an example of the map is schematically shown in FIG. In FIG. 10, the line indicated by the symbol P is an iso-output line, the required output P is obtained as described above, and the point at which the line indicating the required output P and the optimum fuel consumption line Cf intersect is the operation at the optimum fuel consumption. Yes, the output torque at the optimum fuel efficiency operating point is the engine torque Te. The optimum fuel consumption line Cf approximates a line indicating a state where the throttle valve of the engine 1 is fully opened, and therefore the engine torque Te becomes a torque substantially equal to the engine torque in a full throttle (so-called WOT) state. Then, the main torque Tm1 is obtained by subtracting the engine torque Te from the required torque Tt. In this case, the initial explosion torque Tf at the first explosion of the engine 1 may be subtracted from the engine torque Te.

  A guard processor G1 for performing a guard process on the main torque Tm1 obtained as described above is provided. The guard process is for limiting the upper limit value and the lower limit value of the torque command value in consideration of the capacity or characteristics of the second motor / generator 8, and the main process exceeds the preset upper limit value. The torque Tm1 value and the main torque Tm1 value less than a preset lower limit value are cut. The initial explosion torque Tf described above can be subtracted from the main torque Tm1 thus guarded, and a guard processor G2 is provided for performing guard processing on the main torque Tm2 obtained by subtracting the initial explosion torque Tf. This is for limiting the upper and lower limit values of the main torque Tm2 obtained by subtracting the initial explosion torque Tf.

  Further, a slow change processor LR1 for performing a slow change process on the main torque Tm2 processed by the second guard processor G2 is provided. Since there is a limit to the response of the second motor / generator 8 to be controlled, the main torque Tm2 obtained by calculation is limited to a value within the response limit of the second motor / generator 8 (so-called processing). The rate limit process is a slow change process.

  A damping torque calculator for obtaining a sprung damping torque (hereinafter simply referred to as damping torque) Tv for reducing or reducing vibrations based on the slowly changing main torque Tm3 and engine torque Te. Cv is provided. This vibration damping torque calculator Cv is a calculator for obtaining the vibration damping torque Tv so as to suppress the fluctuation of the so-called execution torque composed of the main torque Tm3 and the engine torque Te. Note that the wheel speed Vw is input as a signal to the vibration damping torque calculator Cv. Therefore, the damping torque calculator Cv suppresses fluctuations based on the execution torque and the input torque from the road surface (torque transmitted from the drive wheel side to the drive system when overcoming road irregularities). Thus, the vibration damping torque Tv is calculated.

  A filter F is provided that performs a filtering process on the damping torque Tv obtained by the damping torque calculator Cv. The filter F is for passing a component corresponding to the damping torque Tv in the same vibration band as that of the vibration component to be removed out of the damping torque Tv and removing components in other bands. A low-pass filter is used to reduce or reduce the low-frequency component that causes the longitudinal vibration of the vehicle by the damping torque Tv, and the medium-frequency component caused by the torsion of the drive system is reduced or reduced by the damping torque Tv. A band-pass filter is employed when killing.

  An arithmetic unit Ap for multiplying the filtered damping torque Tv by a predetermined gain is provided, and an adder A1 for adding the gained damping torque Tv to the main torque Tm3 is provided. If the influence of the initial explosion torque Tf is also taken into consideration, the initial explosion torque Tf may be further added. The main torque Tm4 thus obtained is added with torque that is not limited by the upper and lower limits, so that a guard process corresponding to the capacity or characteristics of the second motor / generator 8 is applied to the main torque Tm4. A guard processor G3 is provided. When considering the influence of the initial explosion torque Tf, the initial explosion torque Tf can be subtracted from the main torque Tm4 guarded by the guard processor G3. Therefore, a guard processor G4 for performing a guard process again is provided on the main torque Tm5 obtained by subtracting the initial explosion torque Tf.

  The damping torque Tv and the initial explosion torque Tf that are added to or subtracted from the main torque are obtained by calculation, and the degree of change is not limited, so that the guard processing is performed by the fourth guard processor G4. Further, a slow change processor LR2 for performing a slow change process (so-called rate limit process) in consideration of the responsiveness of the second motor / generator 8 is provided for the main torque Tm5. The motor torque command Tm is output after the slow change processing by the slow change processor LR2. That is, the driving force control apparatus according to the present invention performs the filtering process only on the damping torque Tv without performing the filtering process on the main torque obtained from the required torque Tt and the engine torque Te, and performs the filtering process. The vibration damping torque Tv thus added is added to the main torque to obtain a motor torque command value.

  In the vibration suppression control using the second motor / generator 8 described above, the second motor / generator 8 is caused to function as a generator and a negative torque associated therewith is applied to the output shaft 5 or the second motor / generator 8 is used as a motor. And a positive torque associated therewith is applied to the output shaft 5. In this case, the power generated by the second motor / generator 8 is supplied to the power storage device 10, and the power for driving the second motor / generator 8 is supplied from the power storage device 10. Therefore, if the power storage device 10 is in a so-called fully charged state or a state close thereto, the power generated by the second motor / generator 8 cannot be supplied to the power storage device 10, and the remaining power (SOC) of the power storage device 10 is reduced. If it is lowered, it becomes impossible to supply power to the second motor / generator 8. That is, in such a case, the sprung mass damping control using the second motor / generator 8 is limited. This is the state shown in FIG. 5 or FIG. The control device according to the present invention is configured to execute the control shown in FIG. 1 in order to eliminate such a situation and effectively execute the sprung mass damping control.

  FIG. 1 is a flowchart for explaining a control example in a case where a situation where the damping torque output from the second motor / generator 8 as a generator is limited. First, the sprung damping torque is calculated. (Step S1). This can be calculated as described with reference to FIG. 9 above, or may be obtained by other conventionally known methods. The regenerative power (regenerative power) required for sprung mass damping is calculated from the sprung mass damping torque and the rotation speed of the second motor / generator 8 (step S2). That is, the sprung mass damping torque is a torque that should be output by the second motor / generator 8, and the second motor / generator 8 is connected to the output shaft 5, and the number of rotations is an output corresponding to the vehicle speed at that time. Since it is determined by the rotational speed of the shaft 5, the regenerative power by the second motor / generator 8 can be obtained based on the sprung mass damping torque and the rotational speed.

  Next, it is determined whether or not the engine 1 is being lifted by charging limitation (Win limitation) for the power storage device 10 (step S3). As described above, when the power storage device 10 is in a so-called fully charged state or a state close thereto, charging to the power storage device 10 is limited. If the second motor / generator 8 is caused to function as a generator in this state and a negative torque is applied to the output shaft 5, it is necessary to consume the electric power generated by the second motor / generator 8. In the case where the drive system shown in FIG. 7 is provided, the motor generators 2 and 8 are connected to each other so that electric power can be exchanged between them. Instead, it is supplied to the first motor / generator 2, which can function as a motor to increase the rotational speed of the engine 1. That is, the electric power generated by the second motor / generator 8 can be consumed by raising the rotational speed of the engine 1. By doing so, even if the power storage device 10 cannot be charged, the second motor / generator 8 can output a sprung mass damping torque that is a negative torque. In step S3, it is determined whether or not such control for power consumption is being performed.

  If the determination in step S3 is affirmative, the second motor / generator 8 has already regenerated energy, the electric power is supplied to the first motor / generator 2, and the first motor / generator 2 functions as a motor, The number of revolutions of the engine 1 is lifted, but since the control is for obtaining a target braking force, the second motor / generator 8 has a lower limit torque of about the lower limit guard value. The lower limit torque can no longer be lowered (negative torque cannot be increased). Therefore, if the determination in step S3 is affirmative, the number of revolutions of the engine 1 is further increased by the consumption of the sprung mass damping necessary regenerative power calculated in step S2 (step S4). That is, the amount of power consumed by the first motor / generator 2 is increased by the amount of power generated by the second motor / generator 8 for sprung mass damping. In other words, the power consumption for the sprung mass damping is added to the power consumption for the regenerative braking, and the increase in the engine speed by the first motor / generator 2 is increased so as to consume the power. .

  Then, the sprung mass damping torque obtained in step S1 is added to the motor command torque for the second motor / generator 8 (step S5). The motor command torque thus obtained is the sum of the torque required for regenerative braking and the torque required for sprung mass damping. The magnitude of the torque (particularly the lower limit torque) is shown by the broken line in FIG. As shown by, it will exceed the lower limit guard. However, as described above, the consumption by the first motor / generator 2 is increased corresponding to the amount exceeding the lower limit guard. Therefore, the lower limit guard value is substantially lowered or the restriction is released. Therefore, the second motor / generator 8 can output the torque required for sprung mass damping (in this case, negative torque), and as a result, the desired sprung mass damping control is effectively executed. can do.

  If a negative determination is made in step S3, the regeneration control by the second motor / generator 8 is not limited due to the condition of the power storage device 10, and the process immediately proceeds to step S5 and is obtained in step S1. The obtained sprung mass damping torque is added to the motor command torque for the second motor / generator 8.

  If the relationship of the torque when the control shown in FIG. 1 is executed is shown in the collinear diagram for the power split mechanism 3 described above, it becomes as shown in FIG. In FIG. 2, Tg is a motor torque output from the first motor / generator 2, Te is a torque for forcibly rotating the engine 1 not supplied with fuel, in other words, a friction torque of the engine 1, and Tep is an output. The torque of the shaft 5, Tm is the regenerative torque generated by the second motor / generator, and ρ is the gear ratio of the planetary gear mechanism constituting the power split mechanism 3 (ratio between the number of teeth of the ring gear and the number of teeth of the sun gear). The negative torque Te from the engine 1 acts on the carrier 3C, the braking torque Tep and the regenerative torque Tm act negatively on the ring gear 3R, and the sun gear 3S is charged in a state where charging is limited. The torque Tg of the first motor / generator 2 that lifts the engine speed for braking acts in the positive direction. The torque Tg of the first motor / generator 2 is increased by a torque corresponding to the consumed power so as to consume the electric power generated by the second motor / generator 8 for the sprung mass damping control. ing. Therefore, the sprung mass damping torque by the second motor / generator 8 is not limited, and the sprung mass damping control can be performed as expected.

  Next, control when power output (Wout) from the power storage device 10 is restricted during power running will be described. FIG. 3 is a flowchart for explaining the control example. In this control as well, the sprung mass damping torque is calculated in the same manner as the control example shown in FIG. 1 described above (step S11). Next, the power of the second motor / generator 8 required for the sprung mass damping control is calculated from the sprung mass damping torque and the rotation speed of the second motor / generator 8 (step S12). This is different from step S2 shown in FIG. 1 described above in regenerative power only in that step S12 is a driving force for traveling. Therefore, the second step is the same as step S2 described above. The required power of the motor / generator 8 can be calculated.

  Further, the amount of electric power that can be supplied from the power storage device 10 to the second motor / generator 8 is limited due to a decrease in the amount of remaining power of the power storage device 10 (Wout limitation). It is determined whether or not the motor torque upper limit is applied (step S13). In a state where the current that can be supplied to the second motor / generator 8 is limited, the upper limit current can be known, so the motor torque corresponding to the upper limit current becomes the upper limit value. Therefore, the determination in step S13 can be made by comparing the upper limit value with the sprung mass damping torque calculated in step S11.

  If a positive determination is made in step S13 due to the restriction on the amount of discharge from the power storage device 10, the power required for the sprung mass damping control is added to the engine required power (step S14). That is, when the amount of discharge from the power storage device 10 is insufficient, the output of the engine 1 is increased to obtain the necessary driving force, the first motor / generator 2 functions as a generator, and the electric power is This is supplied to the motor / generator 8 to be powered as a motor. However, the drive control at this point is control for obtaining the driving force required for traveling, and therefore, the power generation amount of the first motor / generator 2 is only in line with the traveling request. In other words, even if the second motor / generator 8 tries to output torque for the sprung mass damping, the torque cannot be output due to the upper limit value. Therefore, the power required for sprung mass damping is added to the required engine power for running. Therefore, when viewed from the second motor / generator 8, the restriction on the power supply amount is released, and the second motor / generator 8 can output the damping torque exceeding the upper limit value. This is a state in which the power of the limited portion shown in FIG. 6 is added to the power for running by the first motor / generator 2 or the engine 1 and output. In other words, the upper limit is raised.

  In this state, the sprung mass damping torque obtained in step S11 is added to the motor command torque for the second motor / generator 8 (step S15). The motor command torque thus obtained is the sum of the torque required for running and the torque required for sprung mass damping, and the magnitude of the torque (particularly the upper limit torque) is indicated by the broken line in FIG. As shown, the upper limit guard is exceeded. However, as described above, the amount of power generated by the first motor / generator 2 is increased corresponding to the amount exceeding the upper limit guard. Therefore, the upper limit guard value is substantially increased or the restriction is released. Therefore, the second motor / generator 8 can output the torque required for sprung mass damping (in this case, positive torque), and as a result, the desired sprung mass damping control is effectively executed. can do.

  If a negative determination is made in step S13, the power running control of the second motor / generator 8 is not limited due to the condition of the power storage device 10, and the process immediately proceeds to step S15, and is obtained in step S11. The obtained sprung mass damping torque is added to the motor command torque for the second motor / generator 8.

  If the relationship of the torque when the control shown in FIG. 3 is executed is shown in the collinear diagram for the power split mechanism 3 described above, it is as shown in FIG. 4 is the same as that in FIG. A positive torque Te from the engine 1 acts on the carrier 3C, a driving torque Tep and a power running torque Tm act on the ring gear 3R in the positive direction, and the sun gear 3S has the first motor / generator 2 associated with power generation. Torque Tg is acting in the negative direction. And the torque by increasing an output so that the engine 1 increases electric power generation amount is acting on the ring gear 3R. Therefore, the sprung mass damping torque by the second motor / generator 8 is not limited, and the sprung mass damping control can be performed as expected.

  Here, the relationship between the above specific example and the present invention will be described. The functional means for executing step S4 shown in FIG. 1 or step S14 shown in FIG. 3 corresponds to the restriction releasing means of the present invention. The functional means for executing step S5 shown in FIG. 3 or step S15 shown in FIG. 3 corresponds to the damping torque command means of the present invention.

  Note that the present invention is not limited to the above specific example, and the target drive system may be different from the configuration shown in FIG. 7. In short, a motor that outputs sprung mass damping torque, What is necessary is just to have a motor having a power generation function for receiving and consuming electric power from the motor or supplying electric power to the motor.

It is a flowchart for demonstrating the example of control performed with the control apparatus which concerns on this invention. It is a collinear diagram for demonstrating the relationship of each torque at the time of performing the control. It is a flowchart for demonstrating the other example of control performed with the control apparatus which concerns on this invention. It is a collinear diagram for demonstrating the relationship of each torque at the time of performing the control. FIG. 6 is a diagram schematically illustrating a situation in which sprung mass damping torque applied by a second motor / generator is applied to a lower limit guard during braking. FIG. 6 is a diagram schematically showing a situation in which sprung mass damping torque by a second motor / generator is applied to an upper limit guard during power running. It is the schematic which shows an example of the vehicle or power train made into object by this invention. It is an alignment chart about the power split mechanism. It is a block diagram for demonstrating an example of the control apparatus which concerns on this invention. It is an equal power diagram for demonstrating the engine torque at the time of driving | running with optimal fuel consumption.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine (internal combustion engine), 2 ... 1st motor generator, 5 ... Output shaft, 7 ... Drive wheel, 8 ... 2nd motor generator, 9, 11 ... Inverter, 12 ... Hybrid controller.

Claims (4)

An internal combustion engine, a first motor coupled to the internal combustion engine so as to change the rotational speed of the internal combustion engine, and an output member for outputting a torque obtained by combining the torque of the internal combustion engine and the torque of the first motor; And a second motor capable of selectively applying positive and negative torques to the output member and capable of transmitting / receiving electric power to / from the first motor, and electric storage for selectively transmitting / receiving electric power to / from each of the motors. A sprung mass damping control device for a vehicle, wherein the second motor outputs a damping torque that suppresses fluctuations in torque of the output member.
When the output of the damping torque by the second motor is limited, the operating state of the internal combustion engine including the rotational speed of the internal combustion engine is made different from the case without the limitation according to the content of the limitation. A restriction releasing means for releasing the restriction;
A damping torque command means for outputting the damping torque by the second motor in a state in which the restriction is released by the restriction releasing means ,
The restriction canceling means generates power with the second motor when the second motor is restricted from supplying the power storage device with the power generated by rotating with the torque transmitted from the output member. sprung mass damping control system for a vehicle, characterized in it to contain means for increasing the rotational speed of the internal combustion engine by driving the first motor with power. The restriction canceling means drives the first motor with the internal combustion engine to supply power to the second motor from the power storage device and restrict the function of the second motor as a motor. 1 motor to function as a generator, sprung mass damping control system for a vehicle according to claim 1, wherein the this including means to supply the electric power to the second motor. The damping torque command means, that you includes means for adding said damping torque to the torque of the second motor required to generate power to drive the first motor in order to increase the rotational speed of the internal combustion engine The sprung mass damping control device for a vehicle according to claim 1 or 2, characterized in that: The damping torque command means to claim 2 or 3, characterized in it to contain means for adding said damping torque to said second motor torque to function as a motor by supplying power from the first motor The sprung mass damping control device for a vehicle according to claim.

Images